WO2016084376A1 - Système de prédiction d'emplacement de défaillance de pneumatique, et procédé de prédiction d'emplacement de défaillance de pneumatique - Google Patents

Système de prédiction d'emplacement de défaillance de pneumatique, et procédé de prédiction d'emplacement de défaillance de pneumatique Download PDF

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Publication number
WO2016084376A1
WO2016084376A1 PCT/JP2015/005876 JP2015005876W WO2016084376A1 WO 2016084376 A1 WO2016084376 A1 WO 2016084376A1 JP 2015005876 W JP2015005876 W JP 2015005876W WO 2016084376 A1 WO2016084376 A1 WO 2016084376A1
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WO
WIPO (PCT)
Prior art keywords
tire
characteristic value
unit
failure site
tire failure
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PCT/JP2015/005876
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English (en)
Japanese (ja)
Inventor
淳 喜寅
Original Assignee
株式会社ブリヂストン
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to EP15862495.7A priority Critical patent/EP3225431B1/fr
Priority to US15/531,319 priority patent/US10408710B2/en
Priority to JP2016561250A priority patent/JP6594334B2/ja
Priority to AU2015351768A priority patent/AU2015351768B2/en
Priority to CN201580074273.3A priority patent/CN107206853B/zh
Publication of WO2016084376A1 publication Critical patent/WO2016084376A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/02—Tyres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements
    • B60C11/246—Tread wear monitoring systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for

Definitions

  • the present invention relates to a tire failure part prediction system and a tire failure part prediction method.
  • Patent Document 1 a management method using TKPH has been employed (see Patent Document 1). This is to adjust the operation within the range of the product of the allowable load and the allowable speed, and based on this, management such as changing the tire usage conditions and replacing the tires between vehicles was performed .
  • an object of the present invention is to provide a tire failure site prediction system and a tire failure site prediction method that can accurately predict a tire failure site.
  • the gist configuration of the present invention is as follows.
  • the tire failure site prediction system of the present invention includes a tire travel parameter measurement unit that measures tire travel parameters, a state characteristic value measurement unit that measures a state characteristic value indicating a state of a tire constituent member, and the state characteristic value measurement. Based on the state characteristic value measured by the part, the fatigue characteristic value calculation unit corresponding to the fatigue degree of the tire constituent member is calculated, and at least calculated by the fatigue characteristic value calculation unit A tire failure part prediction unit that predicts a tire failure part based on a tire fatigue characteristic value of one tire constituent member and a tire running parameter measured by the tire running parameter measurement part. It is what. “Measuring” means that it is possible to obtain tire running parameters and state characteristic values regardless of whether they are direct or indirect. The case where the tire travel parameter and the state characteristic value are obtained by performing the measurement is also included in the “measurement” here.
  • the tire failure site prediction method of the present invention includes a step of measuring a tire running parameter by a tire running parameter measuring unit, a step of measuring a state characteristic value indicating a state of a tire constituent member by a state characteristic value measuring unit, and a fatigue A step of calculating a fatigue degree characteristic value corresponding to the fatigue degree of the tire constituent member based on the state characteristic value measured by the state characteristic value measuring unit by a degree characteristic value calculating unit; The failure portion of the tire is predicted based on the fatigue characteristic value of the at least one tire component calculated by the fatigue characteristic value calculator and the tire travel parameter measured by the tire travel parameter measurement unit. And a process.
  • FIG. 1 is a diagram showing functional blocks of a tire failure site prediction system 100 according to an embodiment of the present invention.
  • a tire failure site prediction system 100 includes a tire travel parameter measurement unit 1, a state characteristic value measurement unit 2, a fatigue characteristic value calculation unit 3, and a tire failure site prediction unit 4. And the determination part 5 is provided.
  • the tire travel parameter measurement unit 1 measures tire travel parameters.
  • the tire travel parameters can be, for example, tire travel time, travel distance (for example, using GPS recording), RTD (remaining groove depth), tire rotation speed, and the like.
  • the tire travel parameter is a travel time or a travel distance of the tire.
  • the tire travel parameter measuring unit 1 for example, a known unit that can measure the time and / or distance traveled by the tire by sensing the rotation of the tire can be used.
  • the state characteristic value measuring unit 2 measures a state characteristic value indicating the state of the tire constituent member.
  • tire constituent members include beads, carcass, belts, tread rubber, and the like.
  • the state characteristic value which shows the state of a tire structural member can specifically be made into the temperature of a tire structural member, for example.
  • FIG. 2 is a schematic view showing a heat generation distribution in each component of the tire. In FIG. 2, it shows that it is so high temperature that the density of an oblique line is large. As shown in FIG. 2, the temperature of the tire after running generally differs among the constituent members.
  • the temperature of the tire constituent member is, for example, a state characteristic value measuring unit 2 mounted in a chamber (a space between the tire inner surface and the rim wheel), the temperature in the chamber is measured, and the temperature of each tire constituent member is determined therefrom. It can be calculated by converting into For example, the temperature in the chamber can be converted into the temperature of each tire component (tread, belt, bead, etc.) using a predetermined calculation formula, and the measured temperature in the chamber is Tch, ⁇ , ⁇ , ⁇ , and ⁇ are coefficients, the temperature T of a certain component (tread, belt, bead, etc.) is calculated as
  • the coefficients ⁇ , ⁇ , ⁇ , and ⁇ are obtained in advance.
  • ⁇ can be obtained in advance.
  • the coefficients ⁇ , ⁇ , ⁇ , and ⁇ may differ depending on the constituent members.
  • the temperature of the tread, belt, bead, etc. can be calculated by adding a certain constant based on past data or the like to the measured temperature in the chamber.
  • the fatigue level characteristic value calculation unit 3 calculates a fatigue level characteristic value corresponding to the fatigue level of the tire constituent member based on the state characteristic value measured by the state characteristic value measurement unit 2.
  • the fatigue characteristic value calculation unit 3 calculates a thermal history by integrating the temperature measured by the state characteristic value measurement unit 2 with the tire running time as the fatigue characteristic value. The reason why the thermal history is used as the fatigue characteristic value corresponding to the fatigue level of the tire constituent member is that the thermal history is a good index for predicting the failure risk of the tire constituent member.
  • the tire failure site predicting unit 4 is measured by the tire running parameter measuring unit 1 and the tire running parameter measuring unit 1 which calculates the fatigue level characteristic value (heat history in the present embodiment) of at least one tire constituent member calculated by the fatigue level characteristic value calculating unit 3. Based on the tire running parameters (running time in the present embodiment), the tire failure part is predicted.
  • FIG. 3 is a diagram illustrating a relationship between a tire travel distance and a thermal history, and a belt failure occurrence risk.
  • the tire travel distance increases and the thermal history of the belt increases.
  • region area
  • the tire building members such as the tread, the belt, and the bead can determine the failure risk based on the running time and the heat history of the tire. This is the same for other tire travel parameters such as travel distance (for example, using GPS recording), RTD (remaining groove depth), and tire rotation speed, and also for other fatigue characteristic values. .
  • FIG. 4 is a diagram illustrating a relationship between a travel parameter and a thermal history, a tire failure part, and a tire life.
  • the tire failure site prediction unit 4 is a coordinate system that takes two parameters, a fatigue characteristic value (thermal history) and a tire travel parameter (travel time), on two axes (this In the example, the failure part of the tire is predicted based on information relating the two parameters and the failure part of the tire using an orthogonal coordinate system). That is, in the example shown in FIG. 4, as such information, conditions (regions) where the failure risk of the three parts of the tire parts A, B, and C (for example, the belt, the carcass, and the bead) reach a certain level.
  • the tire failure site prediction system of the present embodiment has a storage unit, and such information can be stored in the storage unit or can be acquired from the outside.
  • the tire failure portion is predicted using the actually calculated fatigue characteristic value (heat history in the present embodiment), the actually measured tire travel parameter (travel time in the present embodiment), and the above information. It can be carried out.
  • the calculated heat history and the measured travel parameter are any of the failures of the tire parts A, B, and C. Therefore, it is predicted that the risk of failure does not reach a certain level.
  • the actual use condition at the time of prediction is use condition B, depending on the calculated heat history and the measured travel parameter, failure of tire part A (failure A) or tire part C Therefore, it is predicted that the failure risk for the failure (failure C) has reached a certain level.
  • each tire constituent member is calculated based on the state characteristic value according to the tire failure part prediction system 100 according to the present embodiment, where the risk of failure varies depending on the degree of fatigue and running parameters. Since the prediction is performed using the fatigue characteristic value and the tire running parameter, it is possible to predict which part is the failure risk. Therefore, according to the tire failure site prediction system 100 of the present embodiment, the tire failure site can be accurately predicted.
  • the determination unit 5 determines the optimum tire type for the user using the prediction result from the tire failure site prediction unit 4. That is, in a specific type of tire, when the tire failure site prediction unit 4 predicts that the possibility of failure of the bead portion is high under a specific use condition, the determination unit 5 displays the prediction result. It is possible to determine to provide the user with a type of tire having excellent durability of the bead portion from the next time, and display the determination result on the display unit or the like. Based on the determination result, the user can replace the tire with a new tire excellent in durability of the bead portion, or use a tire excellent in durability of the bead portion by exchanging tires between vehicles. .
  • the determination unit 5 may determine the optimum tire use condition for the user using the prediction result by the tire failure site prediction unit 4. That is, when it is predicted that there is a high possibility of a belt failure at a specific timing, for example, the determination unit 5 uses this prediction result to reduce the risk of failure of the belt after that timing.
  • Appropriate use conditions can be determined, and the determination result can be displayed on a display unit or the like. Such use conditions may be stored in advance in the storage unit of the system, or may be acquired from the outside through communication or the like.
  • the determination unit 5 may determine both the tire type and the tire use condition that are optimal for the user by using the prediction result of the tire failure site prediction unit 4.
  • the tire failure site prediction system may include a communication unit. Then, the predicted failure information may be transmitted to the inside of the vehicle or an external system by the communication unit.
  • the communication unit uses the two parameters, a tire failure parameter value (for example, thermal history) and a tire travel parameter (for example, travel time), using a coordinate system that takes two parameters as two axes. It is also possible to configure to receive information relating to the above from an external system.
  • the tire failure site prediction system may include a storage unit, store the predicted failure information in the storage unit, and take out the storage unit.
  • the tire failure site prediction system can also be configured to have a display unit and to check the predicted failure information by viewing the display.
  • the tire failure part prediction system of the present invention uses a coordinate system in which the tire failure part prediction unit 4 takes two parameters of the fatigue characteristic value and the tire travel parameter as two axes. It is preferable that the failure part of the tire is predicted by using information relating the two parameters and the tire failure part. This is because a tire failure site can be easily predicted.
  • the state characteristic value is preferably temperature. This is because the tire failure site can be predicted more accurately by using the temperature, which is a direct main factor of the failure of the tire component, as a reference.
  • the tire travel parameter is preferably travel time. This is because the tire failure site can be predicted more accurately by using the travel time which is a direct main factor of the failure of the tire component as a reference.
  • the fatigue characteristic value is a thermal history obtained by integrating the temperature of the tire constituent member with the travel time. This is because the thermal history is a good indicator of a failure of the tire constituent member, so that the tire failure site can be predicted more accurately.
  • the tire constituent member whose state characteristic value is measured includes at least a belt and a bead. This is because the effect of the present invention can be obtained with respect to a part that is likely to fail such as a belt or a bead.
  • FIG. 3 is a flowchart of the tire failure site prediction method according to the embodiment of the present invention.
  • the tire running parameter measuring unit measures the tire running parameter (step S101), and the state characteristic value measuring unit performs the state of the tire constituent member.
  • the fatigue characteristic value of the tire constituent member is calculated based on the state characteristic value measured by the state characteristic value measurement unit by the step of measuring the state characteristic value (step S102) and the fatigue characteristic value calculation unit.
  • Fatigue level characteristic value of at least one tire constituent member calculated by the fatigue level characteristic value calculation unit by the process (step S103) and the tire failure site prediction unit, and the tire travel parameter measured by the tire travel parameter measurement unit Based on the tire failure site prediction step (step S104) and a tire failure site prediction by the determination unit.
  • step S105 Using the prediction result of the part, and a step of determining the type of optimum tire for the user (step S105).
  • the tire failure part prediction method of the present embodiment can be suitably performed using the tire failure part prediction system 100 according to the above-described embodiment, and includes a tire travel parameter measurement unit 1, a state characteristic value measurement unit 2,
  • the fatigue characteristic value calculation unit 3, the tire failure site prediction unit 4, and the determination unit 5 can be the above-described functional blocks shown in FIG.
  • Each tire constituent member is calculated based on the state characteristic value according to the tire failure part prediction method of the present embodiment, where the risk of failure varies depending on the degree of fatigue and running parameters and also on each part. Since the prediction is performed using the fatigue characteristic value and the tire running parameter, it is possible to predict which part is the failure risk. Therefore, according to the tire failure site prediction method of the present embodiment, the tire failure site can be accurately predicted.
  • the determination unit 5 uses the prediction result of the tire failure site prediction unit to determine the most suitable tire type for the user, so that the user is excellent in the durability of a specific tire constituent member from the next time. It is possible to determine to provide a type of tire and to display the determination result on a display unit or the like.
  • the determination unit 5 uses the prediction result of the tire failure site prediction unit 4 to determine the optimum tire use condition for the user, thereby determining the risk of failure of a specific tire constituent member. It is possible to determine a use condition such that the value becomes small and to display the determination result on a display unit or the like. Of course, it is also possible to determine both the tire type and tire usage conditions that are optimal for the user.
  • the tire failure site prediction unit 4 uses a coordinate system that takes two parameters of the fatigue characteristic value and the tire travel parameter as two axes. It is preferable that the failure part of the tire is predicted using information relating the two parameters and the failure part of the tire. This is because a tire failure site can be easily predicted.
  • the state characteristic value is preferably temperature. This is because the tire failure site can be predicted more accurately by using the temperature, which is a direct main factor of the failure of the tire component, as a reference.
  • the tire travel parameter is preferably travel time. This is because the tire failure site can be predicted more accurately by using the travel time which is a direct main factor of the failure of the tire component as a reference.
  • the fatigue characteristic value is preferably a thermal history obtained by integrating the temperature of the tire component with the running time. This is because the thermal history is a good indicator of a failure of the tire constituent member, so that the tire failure site can be predicted more accurately.
  • the tire constituent member whose state characteristic value is measured includes at least a belt and a bead. This is because the effect of the present invention can be obtained with respect to a part that is likely to fail such as a belt or a bead.
  • the tire failure location prediction system and tire failure location prediction method of this invention are not limited to said embodiment at all.
  • the tire travel parameter measurement unit 1 and the state characteristic value measurement unit 2 are separate functional units.
  • the tire failure site prediction system can include a functional unit that measures a temperature at every constant travel time interval.
  • step S101 the step of measuring the tire running parameters (step S101) and the step of measuring the state characteristic value indicating the state of the tire constituent member (step S102) can be performed simultaneously, or the state of the tire constituent member
  • step S102 the step of measuring the state characteristic value that indicates can be performed prior to the step of measuring the tire travel parameter (step S101).
  • various modifications and changes are possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un système de prédiction d'emplacement de défaillance de pneumatique, qui comprend une unité de mesure de paramètre de déplacement de pneumatique, une unité de mesure de valeur caractéristique d'état, une unité de calcul de valeur caractéristique de degré de fatigue, et une unité de prédiction d'emplacement de défaillance de pneumatique pour prédire l'emplacement d'une défaillance de pneumatique, sur la base du paramètre de déplacement de pneumatique et de la valeur caractéristique de degré de fatigue d'au moins un élément constitutif de pneumatique. Ledit procédé de prédiction d'emplacement de défaillance de pneumatique comprend une étape pour mesurer un paramètre de déplacement de pneumatique, une étape pour mesurer une valeur caractéristique d'état, une étape pour calculer une valeur caractéristique de degré de fatigue, et une étape pour prédire un emplacement de défaillance de pneumatique, sur la base du paramètre de déplacement de pneumatique et de la valeur caractéristique de degré de fatigue d'au moins un élément constitutif de pneumatique.
PCT/JP2015/005876 2014-11-28 2015-11-26 Système de prédiction d'emplacement de défaillance de pneumatique, et procédé de prédiction d'emplacement de défaillance de pneumatique WO2016084376A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP15862495.7A EP3225431B1 (fr) 2014-11-28 2015-11-26 Système de prédiction d'emplacement de défaillance de pneumatique, et procédé de prédiction d'emplacement de défaillance de pneumatique
US15/531,319 US10408710B2 (en) 2014-11-28 2015-11-26 Tire fault portion prediction system and tire fault portion prediction method
JP2016561250A JP6594334B2 (ja) 2014-11-28 2015-11-26 タイヤ故障部位予測システム及びタイヤ故障部位予測方法
AU2015351768A AU2015351768B2 (en) 2014-11-28 2015-11-26 System for predicting tire failure location, and method for predicting tire failure location
CN201580074273.3A CN107206853B (zh) 2014-11-28 2015-11-26 轮胎故障部位预测系统和轮胎故障部位预测方法

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Application Number Priority Date Filing Date Title
JP2014-241813 2014-11-28
JP2014241813 2014-11-28

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WO2016084376A1 true WO2016084376A1 (fr) 2016-06-02

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US (1) US10408710B2 (fr)
EP (1) EP3225431B1 (fr)
JP (1) JP6594334B2 (fr)
CN (1) CN107206853B (fr)
AU (1) AU2015351768B2 (fr)
WO (1) WO2016084376A1 (fr)

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JP2018034608A (ja) * 2016-08-30 2018-03-08 横浜ゴム株式会社 タイヤ寿命管理装置およびタイヤ寿命管理システム
WO2019116624A1 (fr) * 2017-12-14 2019-06-20 株式会社ブリヂストン Système de gestion de pneus pour véhicules de construction et d'exploitation minière et procédé de gestion de pneus pour véhicules de construction et d'exploitation minière

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US11865875B2 (en) 2020-08-18 2024-01-09 The Goodyear Tire & Rubber Company Tire high temperature forecasting system

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WO2019116624A1 (fr) * 2017-12-14 2019-06-20 株式会社ブリヂストン Système de gestion de pneus pour véhicules de construction et d'exploitation minière et procédé de gestion de pneus pour véhicules de construction et d'exploitation minière
JP2019104473A (ja) * 2017-12-14 2019-06-27 株式会社ブリヂストン 建設・鉱山車両用タイヤの管理システム及び建設・鉱山車両用タイヤの管理方法
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AU2015351768A1 (en) 2017-06-29
EP3225431A1 (fr) 2017-10-04
US10408710B2 (en) 2019-09-10
CN107206853B (zh) 2019-08-13
JPWO2016084376A1 (ja) 2017-09-07
EP3225431A4 (fr) 2017-11-22
CN107206853A (zh) 2017-09-26
AU2015351768B2 (en) 2019-04-18
EP3225431B1 (fr) 2019-07-03
JP6594334B2 (ja) 2019-10-23
US20170343452A1 (en) 2017-11-30

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